AIRCRAFT DESIGN PROJECT-1

Commercial Jet

A PROJECT REPORT
Submitted by

SWARAJ CHANDA JOY

(19UEAE0071) MADHAV SINGH
(19UEAE0036) BIBEK AGRAHARI
(19UEAE0008)

In partial fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY
IN

AERONAUTICAL ENGINEERING

DEPARTMENT OF AERONAUTICAL ENGINEERING

SCHOOL OF MECHANICAL AND CONSTRUCTION
June 2022
 BONAFIDE CERTIFICATE

This is to certify that this report titled “DESIGN OF COMMERCIAL JET” is the
Bonafede work of SWARAJ CHANDA JOY (19UEAE0071), MADHAV
SINGH
(19UEAE0036), BIBEK AGRAHARI (19UEAE0008) who carried out the work
under my supervision in partial fulfilment of the requirement of the award of degree of
Bachelor of Technology in Aeronautical Engineering of Vel-Tech Rangarajan
Dr.Sagunthala R & D Institute of Science and Technology.

INTERNAL SUPERVISOR HEAD OF THE DEPARTMENT

MR. G. GOWTHAM DR. R. JAGAN RAJ

ASSISTANT PROFESSOR HEAD OF THE DEPARTMENT

Department of Department of
Aeronautical Engineering Aeronautical Engineering
Vel-Tech Rangarajan Vel-Tech Rangarajan Dr. Sagunthala
Dr.Sagunthala

R&D Institute of Science and R&D Institute of Science and

Technology Technology

Chennai-600062 Chennai-600062
 CERTIFICATE OF EVALUATION
PROGRAM: Bachelor of Technology

BRANCH: Aeronautical Engineering

SEMESTER: VI
Name of the student SWARAJ CHANDA JOY(19UEAE0071)
MADHAV SINGH(19UEAE0036)
BIBEK AGRAHARI(19UEAE0008)

Title of the project DESIGN OF COMMERCIAL JET

Name of the Guide Mr. G. Gowtham

Assistant professor
Department of Aeronautical Engineering
Vel Tech Rangarajan Dr.Sagunthala R&D Institute of
Science and Technology

The report of the project work submitted by the above student in partial fulfillment for
the award of Bachelor of Technology in Aeronautical Engineering of Vel-Tech
Rangarajan Dr. Sagunthala R&D Institute of Science and Technology has been
evaluated and confirmed to the report of work done by the above students.

INTERNAL EXAMINER EXTERNAL EXAMINER

Name: - Name: -
Designation: Designation:
-
-
 ACKNOWLEDGEMENT

This project though done by me would not have been possible without the support of
various people by their co-operation have helped in bringing out this project
successfully.

We would like to thank our founder President and chancellor Col Prof Dr Vel R
RANGARAJAN, B. E(Elec.) M. S(Auto) D.Sc. and Foundress President Dr.
SAGUNTHALA RANGA RAJAN, MBBS for providing us ambient learning
experience at our institution.

We are greatly thankful to our chairperson and Managing trustee Dr. RANGARAJAN
MAHALAKSHMI KISHORE, BE. (IE), MBA, for their encouragement and
valuable academic support in all aspects.

We also give a special thanks to our Vice Chancellor Prof S. SALIVAHANAN, M.E
PhD for providing all facilities to complete our project.

We thank our registrar, Dr. E KANNAN, ME Ph.D. for encouraging us to complete

my project and served as inspiration for us to perform well.

We owe a debt gratitude to Dr. R. JAGANRAJ, Head of the Department, Department

of Aeronautical Engineering, for being an enormous source of encouragement and a
pillar for the support in all that we do, be it academic or extracurricular.

We would like to thank MR. G. GOWTHAM for his constant help, erudite guidance
and immense passion which enthused us to do the project better.
 ABSTRACT
The aim of our project is to design passenger aircraft which can accommodate about

50Passenger.The design requirement of our aircraft that is to be designed are defined and

analyzed. The data of the aircraft which are similar to the proposed design is collected and

listed. From these collected data, a comparative study is done. From this comparative study,

important design parameters such as weight, aspect ratio, wing loading, range, maximum

takeoff weight etc. are roughly estimated. Finally, the preliminary estimation of our aircraft is

done by the help of comparative graphs.

 TABLE OF CONTENTS

CHAPTER TITLE PAGE NO

ACKNOWLEDGEMENT i
ABSTRACT ii
LIST OF TABLES v
LIST OF FIGURES vi
1 INTRODUCTION TO DESIGN 1
1.1 DEFINING A NEW DESIGN 2
1.2 DESIGN PROCESS FLOWCHART 3
1.3 CONCEPTUAL DESIGN 4

2 INTRODUCTION TO COMMERCIAL JETS 5

2.1 CLASSIFICATION OF COMMERCIAL JETS 5

2.2 NEED FOR COMMERCIAL JETS 5

2.3 MARKET SURVEY 6
3 COMPARATIVE TABLE 7
4 COMPARATIVE GRAPHS 9
5 GENERATED MODELS 12
6 WEIGHT ESTIMATION 13
6.1 WING SELECTION 13
6.2 FUSELAGE 14
6.3 HORIZONTAL STABILIZER 14
6.4 VERTICAL STABILIZER 15
6.5 OVERALL WEIGHT ESTIMATION 16
6.6 ENGINE SELECTION 18
7 3-VIEW DIAGRAM 19
 LIST OF TABLES

TABLE DESCRIPTION PAGE NO

3 COMPARATIVE STUDY TABLE 7

4.1 ESTIMATED PARAMETER 11

6.1 WEIGHT ESTIMATED PARAMETER 16

 LIST OF FIGURES

FIGURE DESCRIPTIONS PAGE NO

1.2 DESIGN PROCESS FLOW CHART 3

4 COMPARATIVE GRAPHS 7
4.1 ASPECT RATIO VS RANGE 8
4.2 LANDING FIELD LENGTH VS RANGE 8
4.3 CRUISE SPEED VS RANGE 9
4.4 TAKE OFF-LENGTH VS RANGE 10
4.5 WING AREA VS RANGE 10
4.6 FUEL CAPACITY VS RANGE 11
4.7 PAYLOAD VS RANGE 12
4.8 EMPTY WEIGHT VS RANGE 13
4.9 MAX I/D WEIGHT VS RANGE 14
4.10 MAX T/O WEIGHT VS RANGE 14
4.11 WING LOADING VS RANGE 15

16
5 GENERATED MODEL
7 3-VIEW DIAGRAM 20
 CHAPTER-1

INTRODUCTION TO DESIGN
Modern aircraft are a complex combination of aerodynamic performance, lightweight durable
structures and advanced systems engineering. Air passengers demand more comfort and more
environmentally friendly aircraft. Hence many technical challenges need to be balanced for an aircraft
to be economically achieve its design specification. Aircraft design is complex and laborious
undertaking with a number of factors and details that are required to be checked to obtain the optimum
and envisioned product. The design process begins from sketch and involves a number of calculations,
logistic planning, design and real-world considerations and a level head to meet any hurdle head on.

Every airplane goes through many changes in design before it is finally built in a factory. These steps
between the first ideas for an airplane and the time when it is actually flown make up the design
process. Along the way, engineers think about four main areas of aeronautics, Aerodynamics,
Propulsion, Structures and Materials and Stability and control

Stability and Control is the study of how an airplane handles and interacts to pilot input and feed. Pilots
in the cockpit have a lot of data to read from the airplane's computers or displays. Some of this
information could include the airplane's speed, altitude, direction, and fuel levels as well as upcoming
weather conditions and other instructions from ground control. The pilot needs to be able to process the
correct data quickly, to think about what kind of action needs to be taken, and to react in an appropriate
way. Meanwhile, the airplane should display information to the pilot in an easy-to-read and easy-to-
understand way. The controls in the cockpit should be within easy reach and just where the pilot
expects them to be. It is also important that the airplane responds quickly and accurately to the pilot's
instructions and maneuver.

When you look at aircraft, it is easy to observe that they have a number of common features: wings, a
tail with vertical and horizontal wing sections, engines to propel them through the air, and a fuselage to
carry passengers or cargo. If, however, you take a more critical look beyond the gross features you also
can see subtle, and sometimes not so subtle, differences. This is where design comes into play. Each
and every aircraft is built for a specific task, and the design is worked around the requirement and need
of the aircraft. The design is modeled about the aircraft role and type and not the other way around.
Thus, this is why airplanes differ from each other and are conceptualized differently. Aircrafts that fall
In the same category may have similar specifications and performance parameters, albeit with a few
design changes.

Design is a pivotal part of any operation. Without a fixed idea or knowledge of required aircraft, it is
not possible to conceive the end product. Airplane design is both an art and a science. In thatrespect it
is difficult to learn by reading a book; rather, it must be experienced and practiced. However, we can
offer the following definition and then attempt to explain it. Airplane design is the intellectual
engineering process of creating on paper (or on a computer screen) a flying machine to (1) meet certain
specifications and requirements established by potential users (or as perceived by the manufacturer)
and/or (2) pioneer innovative, new ideas and technology. An example of the former is the design of
most commercial transports, starting at least with the Douglas DC-1 in 1932, which was designed to
meet or exceed various specifications by an airplane company. (The airline was TWA, named
Transcontinental and Western Air at that time).

1. Defining new design

The design of an aircraft draws on a number of basic areas of aerospace engineering. These include
aerodynamics, propulsion, light weight structures and advanced control. Each of these areas involves
parameters that govern the size, shape, weight and performance of an aircraft. Although we generally
try to seek optimum in all these aspects, with an aircraft, this is practically impossible to achieve. The
reason is that in many cases, optimizing one character degrades another.

There are many performance aspects that can be specified by the mission requirements. These include:

• The aircraft purpose or mission profile.

• The type(s) and amount of payload

• The cruise and maximum speeds

• The normal cruise altitude

• The range or radius with normal payload

• The endurance

• The take-off distance at the maximum weight

• The purchase cost

1.2 Design process flowchart
1.3 Conceptual design

This article deals with the steps involved in the conceptual design of an aircraft. It is brokendown in
to several elements, which are followed in order. These consist of:
1. Literature survey
2. Preliminary data acquisition
3. Estimation of aircraft weight
a. Maximum take-off weight
b. Empty weight of the aircraft
c. Weight of the fuel
d. Fuel tank capacity
4. Estimation of critical performance parameters
a. Wing area
b. Lift and drag coefficients
c. Wing loading
d. Power loading
e. Thrust to weight ratio
5. Engine selection
6. Performance curves
7. 3-View diagrams
 CHAPTER-2

INTRODUCTION TO COMMERCIAL JET

A plane that carries passengers or goods, rather than a military aircraft. Commercial airliners are used
to haul passengers and freight on a scheduled basis between selected airports.

They range in size from single-engine freight carriers to the Airbus A380 and in speed from below200
miles per hour to supersonic, in the case of the Anglo-French Concorde, which was in servicefrom
1976 to 2003.Over the last few years commercial jets have become a very popular way to travel.

1. Classification of commercial jet Jumbo passenger jet

The Boeing 747 was the first wide-body commercial jet to earn the moniker “Jumbo Jet.” Boeingnever
imagined that the subsonic 747 would continue to hold popularity, in light of the supersonicjets in
development at the time.

Mid-size passenger jet

Mid-size passenger jets, such as the Airbus 350-1000, have a narrower body. Although they can still
carry over 350 passengers.

Light passenger jet

In the light passenger jet range, the seating for passengers is typically 60 to 100. The Embraer 175can
travel 1,800 miles at a cruising speed of 545 miles per hour. The smaller size of light passengerjets
makes them the ideal choice for economy airlines.

2. Need for Commercial Jets

• Commercial airliners are used to haul passengers.

• Moving equipment.

• Reaching multiple destination quickly and efficiently.

• Increasing employee productivity and providing security.

2.3 Market survey

The Commercial Aircraft Market was valued at USD 85.28 billion in 2020 and is projected to reach USD
194.51 billion by 2026 with a CAGR of 9.91% during the forecast period (2021 - 2026).
 CHAPTER 3

COMPARATVE STUDY TABLE

Name of wing wing max t/o Empty Ran cruise Altitu Takeoff Landing passene paylo fuel
the Lengt Height span( area(m weight(k max l/d weight(k ge(n speed(km de(m - length - field ger- ad capacity
aircraft h(m) (m) m) ^2) g) weight) g) m) /hr) ) (m) length(m) capacity (KG) (KG) ENGINES

Embrarer- 200 1130

145 29.9 6.75 20 51.2 20600 18700 11890 0 830 0 1780 1350 50 5200 4174R-R AE 3007 A

195
ATR-42 22.7 7.6 24.6 54.5 16700 16400 10600 0 450 7600 1040 103044-50 4600 5727P&WCPW121

Bombardi
er dash8 211
Q400 32.8 8.4 28.4 63.1 29260 28010 17110 2 667 8200 1300 129060-65 8750 6400P&WC PW150A

convair- 286 2ALLISON

580 24.8 8.89 32.1 64.2 26365 23608 14755 6 523 9543 1400 1234 56 7257 10991501- D13D

Embrarer- 210 1190

170 29.9 9.67 26 72.7 34450 32800 20150 0 890 0 1151 1644 80 9743 9470GECF34-8E

286
SAAB200 27.8 7.73 24.6 55.7 22800 21999 13800 9 665 9450 1221 1221 58 5906 4253AE2100A
0

FOKKER- 170
F- 50 25.5 8.32 29 70 20820 19500 13400 0 500 7600 1050 1120 56 6080 4120P&WC PW127B

BOMBAR 114
D IER 32.8 8.4 28.4 64 27987 27442 17819 0 644 8230 1425 1289 82 8489 6526PW150
Q400

BOEING 546 1127 CFM Intl.

73 7-500 31.01 11.07 28.88 105.4 60555 49895 31300 3 795 8 1830 1360 56 14400 12299CFM56- 3B1

175 1127
ERJ135 26.33 6.76 20.4 51.2 18990 18500 11719 0 833 8 1320 1360 36 4198 4173AE3007A1/3
 CHAPTER-4

COMPARATIVE

GRAPHS

Graph: - 4.1 Aspect ratio vs Range

Cruise Speed vs Range
 Graph: - 4.4 Takeoff-length vs range

Graph: - 4.5 Wing area vs Range

Graph: - 4.6 Fuel capacity vs Range

Graph: 4.7 payload vs range
 Graph: 4.7 payload vs range

Graph: 4.8 Empty Weight vs Range

Graph: 4.9 Max I/d weight) vs range
 Graph: 4.10 max t/o weight vs range

Graph: 4.11 Wing Loading vs range

 CHAPTER-5

GENERATED MODELS

Rectangular wing and Conventional tail:

Rectangular wing and T-tail:
Swept wing and Conventional tail:
Tappered wing and T-tail:
 EVALUATION OF CONCEPTUAL DESIGN

Rectangular Wing
 It has better stall characteristics with no aerodynamic aids (i.e. Easy to fly and land)
 More induced drag at the tip.
 Less expensive,
 Easier to design and build
 Less efficient.

Tapered Wing
 Tapered wings increase the aspect ratio of the wing in an aeroplane improving the lift.
The smaller wing-tip decreases induced drag by reducing the size of wingtip vortices
where the lower air mixes with the upper surface air.
 It is better structurally as it has a bigger depth for the wing spar where the bending
moment is higher.
 Lower induced drag, giving high performance and lower operating costs.
 Harder to build.
 Aerodynamically more efficient

swept wing
 To arrange the center of gravity of the aircraft and the aerodynamic center of the wing to
coincide more closely for longitudinal balance. Although not a swept wing the wing
panels on outboard of the nacelles also had slight sweepback for similar reasons.
 To provide longitudinal stability for tailless aircraft.
 Most commonly to increase Mach-number capability by delaying to a higher speed the
effects of compressibility (abrupt changes in the density of the airflow), e.g., combat
aircraft, airliners and business jets.
  Enabling a wing carry-through box position to achieve a desired cabin size.
 Providing static aeroelastic relief which reduces bending moments under high g-loadings
and may allow a lighter wing structure.

Conventional Tail
 It is lighter than T-tail.
 It has comparatively more interference drag.
 Rear engines cannot be teamed with conventional tails.
 Most likely occurrence of tail stall.
 Disturbed airflow over the elevator.
T-tail
 It is heavier than conventional tail.
 It has less interference drag.
 T-tail creates space for engines that are to be placed at the rear.
 It reduces the occurrence of tail stall.
 Smoother and faster airflows over the elevator.

For our project, we are attracted to using swept wings over other wings on account of-
The main reason airplanes have swept wings is to reduce turbulence. During flight, airplanes
encounter turbulence from the friction created as air runs across the plane's wings. The speed at
which an airplane flies will affect the amount of turbulence is encounters
In transonic flight, a swept wing allows a higher Critical Mach Number than a straight wing
of similar Chord and Camber. This results in the principal advantage of wing sweep which is
to delay the onset of wave drag. A swept wing is optimized for high-speed flight.
 CHAPTER – 6

WEIGHTESTIMATION
Wo=Wc+ ℘+We+WF

Wc+ ℘
Wo=

[ ( Wto
1−
Wf
)−( Wto
We
)]
Where,
Wo=maximum takeoff weight of the airplane

W c =weight of the crew

Wp= weight of the payload/passenger

W f= weight of the fuel

We =empty weight of the aircraft

W to = weight of the reference airplane

Empty weight calculation

We c
=A∗W o ∗Kvs
Wo

Wo=maximum takeoff weight from preliminary estimation

We
= {1.02*(23000) ^ -0.05*0.85}
Wo

We
= 0.5247
Wo

Here, the value of A,C& K vs is taken from the book “RAYMER’S AIRCRAFT DESIGN BOOK”

Wo is taken from our preliminary estimation.

Empty weight = ( WO
We
)∗Wo
= 0.5427 * 23000
 = 12068.701 kg

Weight of crew = (4*90)

= 360 kg

Weight of the passenger = (50*85) + (50*25)

= 5500

Estimation of Weight of the fuel

As we know the weight of the fuel for our aircraft is depends on the mission profile associated with it, hence our

aircraft is commercial jet it is related with 5 different mission profile:

1. warm-up and takeoff

2. climb condition

3. cruise

4. loiter

5. landing

Wf W8
=1.06∗(1− )
WO WO

W8
∗W 7
W7
∗W 6
W6
∗W 5
W5
∗W 4
W4
∗W 3
W3
∗W 2
W8 W2
=
W0 W1

From Raymer’s aircraft design book

1 Engine start up and warm up W1/W0 0.990

2 Taxing W2/W1 0.995

3 Take off W3/W2 0.970

4 Climb W4/W3 0.985

5 Cruise to full range W5/W4

0.711

6 Loiter W6/W5 0.9111

7 Descent W7/W6 0.990

8 Landing W8/W7 0.995

For cruise condition, it can be obtained by Breguet Range equation :

[ ]
W5 −R∗c
=exp
W4 V ∗L
D
R = Range of our aircraft from preliminary estimation.
V = Cruise velocity from preliminary estimation.
L/D = Lift to drag ratio from the chart (lift to drag ratio vs aspect ratio) provided in Raymer’s aircraft design
book.
C= specific fuel consumption from the chart (specific fuel consumption vs mach number)

(W5/W4) = exp ^ ((-2300*0.9) / (700*8.66))

= 0.711

For loiter condition, the weight of the fraction can be found by endurance equation.

( )
−E∗c
W6 L
=exp
W5 D

= exp ^ ((-1800*0.8)/ (10))

= 0.9111
W8/WO = 0.600
Wf = 1.06*(1-(W8/Wo))
= 1.06*(1-(0.600)/2
= 0.212
Wf
Weight of fuel = ∗Wo
Wo
= 4876 kg
Wo=Wc+ ℘+We+WF

= 22804.701

Chapter-7 AIRFRAME DESIGN AND CALCULATION

ESTIMATED PARAMETERS
1 Aspect ratio 12
2 Wing loading 450
3 Tapper ratio 0.4

Surface area of the aircraft = weight of the aircraft / wing loading

=22804.701/450
= 50.677 m^2
Wing span(b) = sqrt (AR*S)
= sqrt (12*50.667)
= 25.49m
Root-chord = 2S / (λ+1) * b
= 2.83m
Root-tip = Cr * λ
= 1.132
Mean aerodynamic chord 𝑦 =b/6*((1+2 λ)/(1+ λ))
=5.4621m
Aileron area = 10% of total wing area
= 5.0667m^2
Fuselage
 Fuselage length = 75% of wingspan
= 0.75*25.49
= 19.1175m

Nose length = 15% of fuselage length

= 0.15* 19.1175
= 2.86m

Tail length = 22% of fuselage length

= 0.22 *19.1175
= 4.20585

Fuselage height =15% of its length

= 0.15*19.11m
= 2.2866m
Horizontal stabilizer
Area= (20-22) % of wing area
= 0.2*50.667
= 10.1334 m^2

Aspect ratio= 4.0

Horizontal tail span=√AR x
 =√4x10.1334
= 6.366m
Horizontal root chord length=2S/(λ+1) * b

= 2*(10.133)/ (1.4 * 6.366)

=2.2739m
Horizontal tip chord length=λ * root chord length
= 0.4*2.2739
= 0.90 m
Elevator area= 20%of HZ stabilizer area= 0.20 x 10.1334
= 2.0266 m²

Vertical Stabilizer

Area = 50% of Horizontal tail stabilizer area

= 0.50*10.1334
= 5.0667 m2

Aspect ratio = 2

Vertical tail span = √(AR*S)

= √ (2 * 5.0667)
=3.183 m

Vertical root chord length = 2S / (λ +1) * b

= 2(3.183)/ (1.4*3.183)
= 1.42 m

Vertical tip chord length = λ*vertical chord root length

= 0.4* 1.42
= 0.568m

Rudder area = 40% of V stabilizer area

= 0.40*5.0667
= 2.02668m2
 Chapter 8: Engine Selection
The gross weight estimate of the aircraft has been done. It is known that weight of the power
plant used is roughly 5.5% of the overall weight. The gross weight of the aircraft is given by:

W0=22804.701
So, Wpowerplant= 22804.701 *0.055

= 1254.25 kgs

In our aircraft there will be twin engine so weight of one engine is 627.125 kgs.
The literature survey indicates a thrust to weight ratio of 0.172 was appropriate. Hence, Engine
total takeoff thrust=0.172*22804.701*9.81
= 38.47KN

According to the thrust required the powerplants chosen is GE-CF 34 -8C5B1 which is turbojet
engine which produces up to 38 KN to 41 KN of thrust. This engine is currently used in
Bombardier CRJ-550 Which is also a 50- 55 seated aircraft.
 CHAPTER -8
3 VIEW DIAGRAMS

Projection is defined as mapping of three-dimensional points to a two-dimensional plane.

An orthographic projection drawing consists of three different views i.e.
• Top view
• Front view
• Side view

FRONT VIEW
SIDE VIEW
31